Monday, June 6, 2016

Pilots who use Gnoss Field spoke out against a Federal Aviation Administration recommendation to extend the county airport’s runway 800 feet less than originally proposed.At a public meeting Thursday regarding the FAA’s determination that only a 300-foot extension is needed at the Novato airport, pilots and others argued for a longer runway extension for safety reasons.Some pilots said the report is riddled with errors.“We’ll certainly look at comments that suggest there’s factual error, look into that and see if we agree,” said Doug Pomeroy, an FAA environmental specialist.A 1,100-foot extension was originally suggested for the 3,300-foot runway at the 120-acre airport. But the FAA changed its recommendation after a study that reviewed aviation activity and what was needed for the most demanding aircraft taking off and landing at the airport.Several pilots at Thursday’s meeting said the $84,613 study, conducted by global aviation consulting firm Landrum and Brown, was inaccurate in classifying Class B-II Turboprop aircraft as the most demanding aircraft that require the largest operating space, logging 500 annual takeoffs and landings at Gnoss Field.“They aren’t fixing the runway and making it the proper length of the critical aircraft, which is the Cessna 525,” said Peter Gruhl, a Novato resident who has been using Gnoss since 2009.The Cessna 525 Citation jet in 2009 was determined the aircraft with at least 500 takeoffs and landings at the airport. The original 1,100-foot runway extension was based on regular airport use by the business jet.Pilots said the most demanding aircraft should still be the Cessna 525 Citation jet, and not the Class B-II Turboprop aircraft, which refers to aircraft that approach at 91 to 121 knots, have a tail height of 20 to 30 feet and a wingspan of 49 to 79 feet.Charles Roell, a San Rafael resident and retired military aviator, also believes the Cessna 525 Citation jet is still the airport’s most demanding aircraft.Both Roell and Gruhl said the study’s count of the aircraft operating at Gnoss is inaccurate.Both men said not all aircraft operating at the airport are counted in FAA databases because they do not file flight plans, which indicate an aircraft’s proposed route and are used to govern flights.“That happens a lot more times than the folks doing the counting think it has,” Roell said.Allen Kenitzer, an FAA spokesman, said flight plans are required to be filed for commercial flights but are optional with private flights.Because Gnoss Field does not have a traffic control tower, there is no exact count of how many aircraft use the airport, Kenitzer said.“Therefore, other local, regional, and national factors such as number of aircraft based at Gnoss Field Airport, national and local economic trends, local population trends, and trends in general aviation activity ... are all used to estimate the total number of aircraft operations at Gnoss Field Airport,” he said in an emailed statement.Novato resident David McConnell said his request that the runway be extended 1,100 feet is based on safety. He said crosswinds that come through Mount Burdell are often burdensome for Gnoss pilots.“To extend the runway 1,100 feet, as you go north, the crosswinds would be less and less,” McConnell said.Comments on the study will be accepted through June 17. The FAA will then complete its supplemental environmental impact statement.Original article can be found here: http://www.marinij.com

The Duo Deuce is pictured before the accident, while it was still under construction.

Location: Stafford, VAAccident Number: ERA16LA204Date & Time: 06/06/2016, 1759 EDTRegistration: N808DDAircraft: BOBBI BOUCHER DUO DEUCEAircraft Damage: SubstantialDefining Event: Aerodynamic stall/spinInjuries: 1 SeriousFlight Conducted Under: Part 91: General Aviation - Flight Test On June 6, 2016, at 1759 eastern daylight time, an experimental, amateur-built Duo Deuce, N808DD, was substantially damaged during a collision with terrain after takeoff from Stafford Regional Airport (RMN), Stafford, Virginia. The commercial pilot, who was also the owner/builder was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the initial test flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91.In an interview with a police officer just after the accident, the pilot reported that during the initial climb after takeoff, both engines experienced a "sudden" loss of power. She identified an open area for a forced landing, and upon touchdown, the airplane nosed over and came to rest inverted.In an interview with a Federal Aviation Administration (FAA) aviation safety inspector, the pilot stated that the engine run-up was "normal and everything was fine." During the takeoff roll, the airplane reached "flying speed," the nose lifted from the runway, and she advanced the throttles to 2,700 rpm. As the airplane became airborne, the "left wing came up but the right wing was down." The pilot stated she added left rudder and left aileron, but realized the airplane was "eating up a lot of runway" and there was insufficient runway remaining on which to land. She turned the airplane right to avoid the interstate highway that ran perpendicular to the runway beyond the departure end. According to the pilot, "I stalled I guess, I hit the ground pretty hard."In a subsequent telephone interview with an NTSB investigator, the pilot stated she did not recall the conversation with the police officer, and stated that the right engine stopped producing power. In a media interview several months later, the pilot reported she remembered "every detail" of the accident flight, and said that when she taxied the airplane onto the runway at RMN, the purpose was to perform a "high speed taxi" and that the subsequent takeoff was "inadvertent." After takeoff, the airplane experienced "engine failure" followed by an aerodynamic stall.Several witnesses provided written statements. One witness was well-acquainted with the pilot and said that he was there to assist her with the flight. In his statement, he referred to the flight as both a "test flight" as well as the "first flight" for the airplane. The witnesses described the takeoff and climb as "slow," stating that the airplane was "wobbling" and the wings were "rocking." One witness estimated that the airplane climbed to about 300 feet above the runway before it slowly descended.A review of videos recorded from two airport security cameras, as well as an on-board video recorded with the pilot's cellphone revealed a shallow takeoff and initial climb. Almost immediately after takeoff, the airplane's track diverged from the runway centerline off the right side of the runway and over the grass apron. The climb stopped at what appeared to be treetop height, the wings rocked, and the airplane continued to pitch up as it descended until ground contact. The instrument panel could not be viewed, but the propeller speeds appeared constant and both propellers appeared to be turning at the same speed during the takeoff roll and the entire flight until ground contact.Examination of photographs revealed the airplane remained largely intact, with the left engine separated. Both wings and the tail section were substantially damaged.According to FAA records, the pilot held a commercial pilot certificate with ratings for airplane single and multiengine land and sea, and a flight instructor certificate with ratings for airplane single and multiengine. She was issued an FAA second-class medical certificate on October 29, 2015, and reported 6,420 total hours of flight experience on that date.The two-seat, twin-engine, low-wing airplane, equipped with two Lycoming IO-320-B1A engines was initially registered in 2013, and issued an airworthiness certificate on March 19, 2016. The pilot modified a Van's Aircraft, Inc., RV-8 single engine airplane kit. Instead of the nose-mounted, single-engine configuration for which the kit was designed, the airplane was configured with two wing-mounted engines.Examination of maintenance records revealed the engines were previously owned, and installed on an airplane that was involved in an accident on February 19, 2008. Each engine experienced a propeller strike event during that accident sequence. The records did not indicate that a mandatory sudden-stoppage inspection had been performed on either engine after the event and prior to their installation on N808DD.The airplane's instrument panel was equipped with an iPad mount, and a telephone was mounted above and behind the pilot. Both the iPad and the telephone were requested so that the original media could be examined. The pilot refused to provide either device; however, she provided a 33-second-long video file, which was consistent with the vantage point of the cockpit mounted cell phone.Throughout the takeoff roll, flight, and subsequent impact with terrain, the effect of the video camera's rolling shutter effects on the representation of each propeller did not substantially change. Because the distortion of each propeller due to rolling shutter was consistent, the recording suggested each propeller's rpm remained at an unquantified but mostly steady state.The airplane was subsequently recovered to Shannon Regional Airport, Fredericksburg, Virginia, where it was examined by representatives of the NTSB and Lycoming Engines. In addition, a test run of the right engine, which remained mounted in its nacelle and attached to the airframe was performed.The constant-speed propeller was damaged during the accident sequence. It was removed, an expansion plug was seated in the front of the crankshaft, and a fixed-pitch propeller was mounted. The airplane was pushed out to the taxiway apron, jumper cables were attached to an airport service vehicle and the airplane's battery, and an engine start was attempted utilizing the airplane's own fuel system.The engine was started, and it ran smoothly and continuously until engine oil sprayed in the propeller wash. The engine was stopped, the propeller was removed, the crankshaft expansion plug was reseated, the engine was serviced with oil, and another engine start was initiated.The engine started and idled smoothly, and ran continuously without interruption. The throttle was increased and decreased, and the engine ran smoothly through the power changes. Engine oil pressure and fuel flow indications were consistent with the throttle position as it was changed.With full throttle application, approximately 2,200 rpm was observed on the aircraft tachometer. The engine ran roughly, consistent with a lean fuel/air mixture setting. Fuel flow as noted on the digital flow meter was approximately 19 gallons per hour (gph). Typical fuel flow requirements for the subject engine operating at this power setting would be 8.5 gph based on a lean limit mixture setting and approximately 10 gph based on a best power mixture setting. The abnormality noted with the digital flow indication system was consistent with air entering the fuel system, resulting in acceleration of the flow scan vein and high fuel flow indications. The fuel flow abnormality as noted was consistent with air entering upstream of the engine on the airframe side of the fuel system.

NTSB Identification: ERA16LA20414 CFR Part 91: General AviationAccident occurred Monday, June 06, 2016 in Stafford, VAAircraft: BOBBI BOUCHER DUO DEUCE, registration: N808DDInjuries: 1 Serious.This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.On June 6, 2016, at 1759 eastern daylight time, an experimental amateur-built Duo Deuce, N808DD, was substantially damaged during a collision with terrain after takeoff from Stafford Regional Airport (RMN), Stafford, Virginia. The commercial pilot/owner/builder was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the initial test flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. In an interview with a police officer just after the accident, the pilot reported that during the initial climb after takeoff, both engines experienced a "sudden" loss of power. She identified an open area for the forced landing, and upon touchdown, the airplane nosed over and came to rest inverted. In a subsequent telephone interview, the pilot stated that she did not recall the conversation with the officer, and stated the right engine stopped producing power. Several witnesses provided statements, and they described the takeoff and climb as "slow," stating that the airplane was "wobbling" and the wings were "rocking." One witness estimated that the airplane climbed to about 300 feet above the runway, before it slowly descended. A review of videos recorded from two airport security cameras, as well as an on-board video recorded with the pilot's cellphone revealed a shallow takeoff and initial climb. Almost immediately after takeoff, the airplane's track diverged from the runway centerline off the right side of the runway and over the grass apron. The climb stopped at what appeared to be treetop height, the wings rocked, and the airplane continued to pitch up as it descended until ground contact. The instrument panel could not be viewed, but the propeller speeds appeared constant and both propellers appeared to be turning at the same speed during the takeoff roll and the entire flight until ground contact. According to Federal Aviation Administration (FAA) records, the pilot held a commercial pilot certificate with ratings for airplane single and multiengine land and sea, and instructor ratings for airplane single and multiengine. She was issued an FAA second-class medical certificate on October 29, 2015, and reported 6,420 total hours of flight experience on that date. The two-seat, twin-engine, low-wing airplane was manufactured in 2013, and was equipped with two Lycoming IO-320-B1A engines. The pilot/owner/builder modified a Van's Aircraft, Inc., RV-8 single engine airplane kit. Instead of the nose-mounted, single-engine configuration for which the kit was designed, the airplane was equipped with two wing-mounted engines. Examination of photographs revealed the airplane remained largely intact, with the left engine separated. Both wings and the tail section were substantially damaged. The airplane was retained for a detailed examination at a later date.STAFFORD COUNTY, Va. (WUSA9) -- A small plane crash landed near Interstate I-95 in Stafford County on Monday evening.

Police say the plane crashed near the southbound lanes of I-95 near the 137 mile marker around 5:33 p.m.

The pilot 62-year-old Roberta A. Boucher survived the crash and was transported to Mary Washington Hospital where she was treated for series, but non-life threatening injuries.

Authorities say the experimental aircraft was conducting a high-speed taxi on the runway of Stafford Regional Airport when the plane unintentionally lifted off the runway.

The aircraft cleared the Centreport Park before crash landing near the southbound lanes of I-95.

STAFFORD COUNTY, Va. (ABC7) — A small plane made a crash-landing near Interstate 95 in Stafford County around 5:22 p.m. Monday, according to Virginia State Police.The pilot, 62-year-old Roberta Boucher of Fredericksburg, was reported to have survived the incident.In a statement sent to ABC7, Virginia State Police report the following took place:"An experimental aircraft was conducting a high-speed taxi on the runway of the Stafford Regional Airport, when the aircraft unintentionally lifted off the runway. The aircraft cleared the Centreport Parkway before crash-landing into an embankment alongside the southbound lanes of Interstate 95 at the 137 mile marker. The pilot, Roberta A. Boucher, 62, of Fredericksburg, Va., survived the crash and was transported to Mary Washington Hospital for treatment of serious, but non-life threatening injuries. The FAA is responding to the scene. The NTSB was also notified. The crash investigation by state police remains ongoing at this time."Police say the southbound lanes of Interstate 95 were reopened around 6 p.m.

Karl Bergstrom started his family business in 1971 as Karl Bergstrom Aircraft Services.

The founder of Pasco’s Bergstrom Aircraft died Sunday from complications of ALS.Karl A. Bergstrom, 82, died at The Chaplaincy’s Hospice House in Kennewick.He was diagnosed with amyotrophic lateral sclerosis, also known as Lou Gehrig’s disease, two years ago.Malin Bergstrom said Monday that it’s kind of tough to sum up everything that was her father.“He was quite the guy; one of a kind,” she said.Karl Bergstrom was born in Stockholm, Sweden, where he discovered his passion in the mechanical trades and went to work for the Swedish airline, TransAir.Elenor Bergstrom convinced her husband to immigrate with their young daughter, Anna, to the United States in 1965 to pursue the American dream. They settled in the Tri-Cities.After getting his aircraft maintenance certification and pilot’s license at Big Bend Community College in Moses Lake, Karl Bergstrom went to work as chief mechanic for Tri-City Airways at the Pasco airport in 1968.The husband-and-wife team opened their own aircraft maintenance shop in 1971, which was incorporated into Bergstrom Aircraft in 1975. That was followed by the addition of jet refueling services, flight instruction, aircraft rental and sales, and charter services.The couple moved to Pasco 12 years ago after living in Kennewick for nearly four decades.Karl Bergstrom retired in the last five years, but remained a presence at the airport visiting with employees and saying “Hi” to the customers, Malin Bergstrom said. Elenor Bergstrom also is retired but stays involved in the business, she said.Malin Bergstrom is president of Bergstrom Aircraft and her brother, Daniel, is vice president and operations manager.“He got all his enjoyment out of helping other people and kind of saving the day sometimes when an airplane was delayed or had a maintenance problem,” Malin Bergstrom told the Herald.Karl Bergstrom would even step in to help Delta, United and Horizon at the adjacent Tri-Cities Airport by fixing their airplanes so they could get back on schedule safely, she said.She described her father as a private and humble person, who didn’t look for awards, recognition or money.“We had to remind him many times when he worked that you have to send a bill out after working on the airplane. He didn’t like to be bothered with that kind of stuff,” she said. “He just liked to fix stuff and make people happy.”In addition to his wife of 58 years and their three children, Bergstrom is survived by six grandchildren, a brother and numerous nieces, nephews and cousins in Sweden.Malin Bergstrom said the family is going to honor her father’s wish for no funeral service.However, they are planning to have a “celebration of life party” at Bergstrom Aircraft in July. They are trying to pick a date that works for the many out-of-town friends and relatives.Read more here: http://www.tri-cityherald.com

All passengers had to deplane after a fire broke out outside an American Airlines flight at Sea-Tac Airport Monday morning.Instagram user Nick Curry posted a video that showed smoke billowing near the American Airlines flight 143 to Dallas-Fort Worth Airport. The plane is a Boeing 737-800.Sea-Tac Airport spokesman Perry Cooper said a ground start unit that is used to help start the engines caught fire at about 8:30 a.m. The starter hooks up to the aircraft externally, and when it caught fire, it was pulled away from the plane.Port of Seattle fire responded and doused the flames. Everyone deplaned safely. There was no damage to the aircraft.The flight, which was scheduled to leave at 7:43 a.m., was at first delayed until 10:52 a.m., according to FlightAware.com. Story and video: http://www.kiro7.comA piece of airplane-service equipment caught fire Monday morning at Seattle-Tacoma International Airport, causing one flight to be delayed by almost four hours.Sea-Tac spokesman Perry Cooper said an air-starter — used to jump-start airplane engines — caught fire around 8:30 a.m. at gate D7. No one was injured in the fire.Cooper said the air-starter was pulled away from the plane and terminal by the ground crew, and the fire was quickly put out by the Port of Seattle Fire Department.The affected flight, American Airlines Flight 143, was rescheduled to depart at 12:18 p.m., Cooper said.Cooper said no other airport operations were disrupted by the fire.Original article can be found here: http://www.seattletimes.com

NTSB Identification: WPR16FA120 14 CFR Part 137: AgriculturalAccident occurred Monday, June 06, 2016 in De Smet, IDProbable Cause Approval Date: 05/16/2017Aircraft: ROCKWELL S2R, registration: N4191XInjuries: 1 Fatal.NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.During an aerial application flight to apply fungicide to a wheat field, the pilot was flying the airplane from west to east making a spray pass along the south edge of the field, which was bordered by powerlines. About 660 ft. from the west end of the field where the pilot started his spray pass, a set of guy wires originated from the top of one of the utility poles that supported the powerlines, extended about 65 ft. into the field, and ran directly perpendicular to and in line with the airplane's flight path. However, the pilot failed to maintain clearance with the guy wires, and the airplane's outboard right wing impacted the wires. The airplane subsequently veered right and impacted the powerlines, crossed a road that bordered the field on the south, and collided with a stand of trees. The airplane came to rest within the stand of trees about 490 ft. southeast of the initial impact point with the guy wires. Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. Given that the sun was very close to the horizon and would have been almost directly in the pilot's eyes as he attempted to avoid the guy wires, it is likely that sun glare contributed to his difficulty in maintaining clearance from the wires. The National Transportation Safety Board determines the probable cause(s) of this accident as follows:The pilot's inadequate visual lookout, which resulted in his failure to maintain clearance from guy wires during an aerial application flight. Contributing to the accident was the pilot's reduced ability to see the guy wires due to sun glare.HISTORY OF FLIGHTOn June 6, 2016, about 0745 Pacific daylight time, a Rockwell International S-2R restricted-category agricultural airplane, N4191X was substantially damaged during a collision with guy wires, powerlines, and trees while engaged in an aerial application flight about 3 nautical miles (nm) west of De Smet, Idaho. The airplane was owned and operated by Faunce Ag Aviation Inc., Tekoa, Washington. The commercial pilot, who was the sole occupant, sustained fatal injuries. Visual meteorological conditions prevailed for the flight, which was being operated in accordance with 14 Code of Federal Regulations Part 137, and a flight plan was not filed. The flight departed a private airstrip near Tekoa at about 0700. According to a witness whose residence was located about 700 ft. east of the accident site, she was watching the pilot spray the field that was located immediately north of and across the road from her house. The pilot was making spray passes in the west and east direction, parallel to a powerline that bordered the south side of the field. The witness stated that she saw the airplane flying south along the west side of the field; the airplane turned left until it was heading east and began a spray pass on the south edge of the field, next to the powerline. The witness reported that, shortly thereafter, she observed downed powerline wires, followed by the sound of the airplane's impact with terrain. The witness stated that she did not see the airplane collide with the wires. In a telephone interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the owner of the property being sprayed stated that the pilot had been applying a fungicide to the wheat field when the accident occurred. The property owner stated that the pilot had sprayed this field for the past 25 years, that he thought the pilot was very familiar with the environment, and that the pilot had never had any issues while spraying the field in the past.In an interview with a Federal Aviation Administration (FAA) aviation safety inspector, a family member of the pilot who was familiar with the operation reported that the accident occurred on the pilot's fourth load of the morning. The amount of chemical the pilot departed with was not determined during the investigation. PERSONNEL INFORMATIONThe pilot held a commercial pilot certificate with an airplane single-engine land rating and a second-class airman medical certificate issued on January 12, 2016, with the following limitations: "Not valid for night flying or by color signal control. Not valid for any class after January 31, 2017."According to operator-supplied records and the pilot's airman medical application, at the time of the accident, the pilot had accumulated 10,109 hours flight time of which, 7,124 hours were in the accident airplane make and model. The pilot's personal flight logbook was not provided to the IIC during the investigation.AIRCRAFT INFORMATIONThe single-seat, low-wing, fixed-gear, tailwheel-equipped airplane, serial number 1956R, was manufactured in 1974. It was powered by a Garrett TPE331-6-252M engine, serial number P-03069C, rated at 715 horsepower. The most recent annual inspection was performed on November 6, 2015, at a total airframe time of 9,944 hours and an engine total time of 9,888.7 hours. At the time of the accident, the airplane had accumulated a total of 167.1 flight hours since its last inspection.METEOROLOGICAL INFORMATIONAt 0753, the weather reporting facility at the Pullman/Moscow Regional Airport (PUW), Pullman, Washington, located about 24 nm south of the accident site, reported wind calm, visibility 10 miles, sky clear, temperature 23° C, dew point 13° C, and an altimeter setting of 29.92 inches of mercury.At the time of the accident, the sun was about 13.8° above the horizon. Additionally, the sun's lateral position was about 20° to the left of the heading of the airplane's eastbound spray run over the field.WRECKAGE AND IMPACT INFORMATIONOn the day following the accident, the NTSB IIC and the FAA inspector surveyed the accident site. Physical evidence showed that the airplane initially impacted a set of guy wires about 660 ft. west of where the airplane entered the field on its spray run: the guy wires were directly in line with and perpendicular to the airplane's flight path. The guy wires were secured to the top of one of the utility poles that supported the powerline bordering the south side of the field. The guy wires descended to the ground on about a 45° angle and were anchored in the field about 65 ft. north of the utility pole. After impacting the guy wires, the airplane collided with and went through the powerline wires, crossed a county road, and impacted a stand of fir trees. The airplane came to rest within the stand of trees about 490 ft. southeast of the initial impact point with the guy wires. An outboard section of the airplane's right wing, about 30 inches in length, was located about 160 ft. east-southeast of the first point of impact with the guy wires. Additionally, yellow and black paint chips, which were consistent with the wing's paint scheme, were located about 100 ft. southeast of the guy wires. The airplane was severely fragmented and deformed by impact forces. With the exception of about 7 ft. of the inboard section of the forward spar, the right wing was observed separated from the fuselage and destroyed. Additionally, the left wing was observed completely separated from the fuselage and destroyed by impact forces as was the aft fuselage from the cockpit to the forward section of the empennage. The entire empennage separated due to impact forces and was located about 20 ft. south of the main wreckage. The engine remained attached to the fuselage at its mounts. The cockpit was crushed and deformed. With the exception of the outboard section of the right wing, the entire wreckage was located within about a 50-ft radius of the main wreckage site.No catastrophic mechanical anomalies were noted with the engine or airframe that would have precluded normal operation.MEDICAL AND PATHOLOGICAL INFORMATIONAn autopsy was performed on the pilot at the Office of the Medical Examiner, Spokane, Washington. The cause of death was attributed to blunt force trauma.The FAA's Bioaeronautical Research Laboratory conducted toxicological testing on the pilot. The results were negative for carbon monoxide and ethanol; ibuprofen was detected in cavity blood. Testing for cyanide was not performed.Ibuprofen is a medication in the nonsteroid anti-inflammatory drug class that is commonly used for treating pain, fever, and inflammation.

NTSB Identification: WPR16FA12014 CFR Part 137: AgriculturalAccident occurred Monday, June 06, 2016 in De Smet, IDAircraft: ROCKWELL S2R, registration: N4191XInjuries: 1 Fatal.This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.On June 6, 2016, about 0745 Pacific daylight time, a Rockwell International S-2R, restricted category agricultural airplane, N4191X, was substantially damaged follow a collision with powerlines and subsequent impact with trees while engaged in aerial application about 3 nautical miles west of De Smet, Idaho. The airplane was owned and operated by Faunce Ag Aviation Inc., Tekoa, Washington. The commercial pilot, who was the sole occupant of the airplane, sustained fatal injuries. Visual meteorological conditions prevailed for the flight, which was being operated in accordance 14 Code of Federal Regulations Part 137, and a flight plan was not filed. The flight departed a private airstrip near Tekoa at an undetermined time. According to a witness whose residence is located about 800 feet east of the accident site, she was watching the pilot spray the field located immediately north and across the road from her house. The witness stated that he observed the airplane banking and coming around for its next pass on the south side of the field to the east, which was bordered by powerlines. The witness reported that shortly thereafter she observed downed powerlines, followed by the sound of the airplane's impact with terrain. The witness revealed that she did not actually see the airplane collide with the wires.A National Transportation Safety Board aviation accident investigator arrived at the accident site about 1845 on the day of the event. The investigator's initial assessment of the accident site revealed that the airplane had collided with a four-strand set of powerlines, which ran parallel and bordered the south side of the field that was being sprayed. It was further revealed that subsequent to colliding with the powerlines while heading east, the airplane then impacted various trees on the south side of the road that ran parallel to the powerlines on a heading of about 140 degrees. As a result of the collision with the trees and impact forces, the airplane came to rest partially on its left side on a heading of about 320 degrees, and about 300 feet south of the powerlines. There was no postcrash fire. The airplane was recovered to a secured location for further examination.

TENSED, Idaho - The Benewah County Sheriff confirms a crop duster pilot was killed Monday morning when his plane went down near Tensed, Idaho.Sheriff Dave Resser says the pilot was spraying near Desmet Road at 7:45 Monday morning when he failed to pull up in time and hit power lines.Those lines are now covering part of Desmet Road and crews are working to clear the road and get traffic moving in the area again.The FAA is on the way to the scene.The pilot who was killed is Greg Faunce, a longtime agricultural pilot in the area. He was also once the Tekoa Fire Chief.Faunce leaves behind a wife, three daughters and numerous grandchildren.Original article can be found here: http://www.kxly.com

DE SMET, Idaho – The Benewah County Sheriff’s Office confirmed that a man is dead following a crop dusting plane crash in De Smet on Monday morning.According to officials, the pilot was spraying when he approached power lines and was unable to move out of the way. His plane got snagged in the lines and wound up in nearby trees.The pilot, who has not yet been identified, was thrown from the plane and died at the scene. The crash happened around 7:45 a.m. on De Smet Road about 2.5 miles outside of town.The FAA will be sending investigators to the scene.Original article can be found here: http://www.krem.com

COLORADO SPRINGS -Residents who live and work on the north side of Colorado Springs will likely notice an increase in the number of aircraft flying overhead as summer heats up. The US Air Force Academy's Summer Airmanship Program began in earnest Monday. More than 1,000 cadets are expected to receive training from the 306th Flying Training Group on how to pilot various gliders, small aircraft and to how to conduct parachute operations.These training flights are typically scheduled Monday through Friday from sunrise to sunset between early June and early August.The Academy said in a news release they have increased coordination with military units flying routine missions around the Colorado Springs area to help expose cadets to Air Force flying missions."Airmanship programs not only expose many cadets to the fundamentals of flying, but more importantly, provide unique leadership and character development opportunities, ultimately motivating many cadets to pursue rated careers in our Air Force," said Colonel Steven Burgh, 306th Flying Training Group commander. "Community support is essential to the success of the Academy's Airmanship mission. We sincerely appreciate the continued cooperation and support of our neighbors in Colorado Springs and the surrounding communities."The Academy updated the flightpaths for these training missions in 2013. If you're curious about where those are and what types of planes the cadets will be flying, visit the flight operations page.Original article can be found here: http://www.koaa.com

http://registry.faa.gov/N10325NTSB Identification: CEN16LA208 14 CFR Part 137: AgriculturalAccident occurred Monday, June 06, 2016 in Ropesville, TXAircraft: AIR TRACTOR AT-502, registration: N10325Injuries: 1 Serious.NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.On June 6, 2016, at 1316 central daylight time, an Air Tractor Inc. AT-502, N10325, impacted terrain during an aerial application of a field near Ropesville, Texas. The airplane was destroyed. The pilot received serious injuries. The airplane was operated by T-C Aerial LLC under the provisions of 14 Code of Federal Regulations Part 137 as an aerial application flight that was not operating on a flight plan. Visual meteorological conditions prevailed at the time of the accident.The pilot stated that during a "routine" aerial application, he circled the field to be sprayed to locate obstacles. He sprayed the field from north to south and made passes from east to west. During the third pass when the airplane exited the field to west to return for an eastward pass, he felt the airplane shake at the apex of the turn. He said that he "corrected for the shake/stall," and the shaking quit for a moment. He then felt the right wing "take a hard dip." The airplane entered a right roll and impacted the ground.The pilot stated that there was no mechanical malfunction/failure of the airplane.

LEVELLAND, TX -- Just before 1:30 p.m. Monday, a neighbor reported a plane crash in a cotton field in Hockley County.

The Hockley County Sheriff's Office confirmed that a plane was reported down in the 6300 block of Leopard Road, which is about halfway between Levelland and Ropesville.

Aerocare was dispatched and the pilot of that crop duster, David Gonzales, 47, of San Antonio was taken to University Medical Center in Lubbock. As of Monday evening UMC reported that Gonzales was in the Emergency Room of the hospital. Gonzales' family members told EverythingLubbock.com that Gonzales is expected to recover and that he has been visiting with family in the hospital

The Texas Department of Public Safety said Gonzales suffered injuries that were not life-threatening.

John Gonzalez with DPS said, "Why the plane went down? We don't know."

Only one person was aboard.

The tail number on the plane indicated it was a crop duster owned by a company in Southlake. A family member of the pilot indicated he was working for a company based in Littlefield. Employees of Brown Flying Service in Littlefield went to the scene of the crash and confirmed that Gonzales is one of their employees.

The FAA was notified and arrived on scene to investigate. DPS said Monday evening that the investigation into this crash has now been handed over to the FAA.

"It's amazing that someone could live through that, it is a pretty bad crash, it took out the front part of the engine, motor block and one wing," explained Captain Nolan Seaton of the Hockley County Sheriff's Office who responded to the crash.

Cpl. Gonzalez with DPS added that accidents like these are a reminder for motorists that crop dusters can fly very low and that it's important to be vigilant for them on county roads.

The Hockley County Sheriff's Office said that they've seen several similar crashes with small aircrafts or crop dusters over the past few years. Captain Seaton said what made the difference in this crash was a neighbor who saw what happened and alerted authorities about the crash.

"Be aware of that airplanes have been in the sky; this plane came down, the guy at the house he probably wouldn't have known about it if he hadn't been in the back yard working," Seaton said.

ROPESVILLE, TX (KCBD) - A crop duster pilot has been injured in a plane crash in the 6000 block Leopard Road south of 1585 near Ropesville in Hockley County. The Federal Aviation Administration confirmed that an Air Tractor crop duster crashed into a cotton field around 1:20 p.m. The pilot was seriously injured, suspected to have two broken legs. The pilot has been identified as 47-year-old David Gonzales of San Antonio. The pilot was transported to UMC by AeroCare. The FAA is investigating the crash.

A crop duster crashed into a cotton field early Monday afternoon in Hockley County. An Air Tractor crop duster crashed into the field about 1:15 p.m. near Ropesville, according to Lynn Lunsford, a spokesman for the Federal Aviation Administration. It was not immediately clear if anyone was injured or what prompted the crash. By mid-Monday afternoon, the yellow and black crop duster remained in the field near the 6300 block of Leopard Road as local law enforcement worked the scene. The FAA is investigating the incident.

http://registry.faa.gov/N6391LFAA Flight Standards District Office: FAA Las Vegas FSDO-19NTSB Identification: GAA16CA28914 CFR Part 91: General AviationAccident occurred Sunday, June 05, 2016 in Lone Pine, CAProbable Cause Approval Date: 07/14/2016Aircraft: AMERICAN AVIATION AA 1A, registration: N6391LInjuries: 2 Uninjured.NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.The pilot reported that during the landing roll on a backcountry dirt airstrip, the left wing lifted due to a gust of wind. The pilot further reported that he maintained a faster than normal ground roll by alleviating pressure on the brakes and maintaining some power to taxi up the incline of the airstrip, which was recommended in a YouTube video. As the end of the runway approached, the pilot reported that he was unable to stop the airplane or abort the landing. The airplane overran the runway and hit a dirt berm, which resulted in a nose gear collapse, a nose-over, and substantial damage to the fuselage.The pilot reported there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.The National Transportation Safety Board determines the probable cause(s) of this accident as follows:The pilot's incorrect brake and power application during landing, which resulted in a runway overrun, collision with a dirt berm, nose gear collapse, and nose-over.